A tunable intake manifold is provided for directing a flow of air between a plenum and an internal combustion engine. The tunable intake manifold includes a manifold housing defining an interior. The manifold housing has a plurality of runner walls extending through the interior. The tunable intake manifold also includes a slider having a slider wall having an angled portion separated from a primary portion by a curved portion. The slider wall extends through the interior of the manifold housing. The slider wall cooperates with the runner wall to define a runner having a defined cross sectional area for transporting the flow of air therethrough. The slider is slidably engaged with the manifold housing for moving the slider wall relative to the runner wall to selectively change the defined cross sectional area of the runner, such that the volume of air passing therethrough changes with the movement of the slider. The angled portion of the slider travels parallel to the runner wall at a transmitting end of the runner.
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1. A tunable intake manifold for directing a flow of air between a plenum and an internal combustion engine, the tunable intake manifold comprising:
a manifold housing defining an interior extending between a receiving end and a transmitting end, the manifold housing having a runner wall extending through the interior thereof;
a slider comprising a slider wall having an angled portion separated from a primary portion by a curved portion, the slider wall extending through the interior of the manifold housing, the slider wall cooperating with the runner wall to define a runner having a defined cross sectional area for transporting the flow of air therethrough, the slider slidably engaged with the manifold housing for moving the slider wall relative to the runner wall to selectively change the defined cross sectional area of the runner while maintaining said runner at a fixed length, such that the volume of air passing therethrough changes with the movement of the slider, and wherein the angled portion of the slider travels parallel to at least a portion of the runner wall adjacent a transmitting end of the runner.
2. The tunable intake manifold of
3. The tunable intake manifold of
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7. The tunable intake manifold of
8. The tunable intake manifold of
9. The tunable intake manifold of
10. The tunable intake manifold of
11. The tunable intake manifold of
12. The tunable intake manifold of
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14. The tunable intake manifold of
15. The tunable intake manifold of
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This application is a continuation in part application of U.S. patent application Ser. No. 10/496,602, filed May 25, 2004, which is the National Stage of PCT/CA03/01088, filed Jul. 18, 2003.
The invention relates to a tunable intake manifold for an internal combustion engine. More specifically, the invention relates to a tunable intake manifold having runners with adjustable cross-sectional areas.
Air intake manifolds for internal combustion engines are used to transport and direct air and fuel to the cylinders of the internal combustion engine. The intake manifold receives the air from a plenum. Once the air leaves the plenum, the manifold directs the air to the individual cylinders where it is received and used in combustion.
The geometry of each of the runners in the intake manifold dictate how efficient the transportation of the air to the cylinders of the internal combustion engine is. The length and the cross-sectional area of the runners directly affect the pressure and velocity at which the air reaches the cylinders.
The design of the runner is typically made to optimize the performance of the internal combustion engine at a specific speed thereof. While optimization occurs at a specific speed, compromises in performance are made at every other speed in which the internal combustion engine operates. Therefore, there is a need to successfully control the pressure and velocity of the air as it passes through the runners of the intake manifold allowing optimization of the internal combustion engine performance at a plurality of speeds.
U.S. Pat. No. 4,210,107, issued to Shaffer on Jul. 1, 1980, discloses a tunable intake manifold. The intake manifold includes a plurality of intake runners, each having a side wall that is adjustable throughout the length of each of the intake runners. The adjustable side walls move transversely inwardly and outwardly with respect to the flow direction of the air throughout the intake runner to correspondingly decrease and increase the through flow cross-sectional area. While such an adjustable side wall may adjust the cross-sectional area of each of the runners, the side wall creates a space between the side wall and the side of the runner that the side wall has moved away from. This unused volume is not sealed and may receive portions of the air as it passes thereby, which will reduce the effectiveness of the device and create inefficiencies in the intake runners. In addition, these spaces may induce unwanted turbulence in the intake runners.
According to one aspect of the invention, a tunable intake manifold is provided for directing a flow of air between a plenum and an internal combustion engine. The tunable intake manifold includes a manifold housing defining an interior. The manifold housing has a plurality of runner walls extending through the interior. The tunable intake manifold also includes a slider having a slider wall having an angled portion separated from a primary portion by a curved portion. The slider wall extends through the interior of the manifold housing. The slider wall cooperates with the runner wall to define a runner having a defined cross sectional area for transporting the flow of air therethrough. The slider is slidably engaged with the manifold housing for moving the slider wall relative to the runner wall to selectively change the defined cross sectional area of the runner, such that the volume of air passing therethrough changes with the movement of the slider. The angled portion of the slider travels parallel to the runner wall at a transmitting end of the runner.
Advantages of the invention will be readily appreciated as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings, wherein:
Referring to
The tunable intake manifold 10 receives air from a plenum 21 that is fixedly secured to the receiving end 12 of the tunable intake manifold 10. The plenum 21 includes an inner cavity 21a that is used as a reservoir for air. The plenum 21 also includes a plurality of outlets 23 adjacent the receiving end 12 of the housing 16 and each generally corresponding to each of the opposing plurality of ports 17 of the transmitting end 14. While it is contemplated that the tunable intake manifold 10 is used with an internal combustion engine that incorporates fuel injection, it should be appreciated by those skilled in the art that the plenum 21 may hold an air/fuel mixture should the internal combustion engine be fitted with a carburetor or central fuel injector to transmit fuel for combustion.
The air is transmitted through the tunable intake manifold 10 for subsequent combustion in an internal combustion engine operatively connected to the transmitting end 14 of the tunable intake manifold 10. It should be appreciated that while the tunable intake manifold 10 is configured to work in conjunction with an I-4 internal combustion engine, the tunable intake manifold 10 may be designed to work cooperatively with any internal combustion engine configuration having any number of cylinders.
The tunable intake manifold 10 also includes a slider 22 defining a plurality of slider walls 27 extending through the interior 18 of the manifold housing 16. Each of the plurality of slider walls 27 is paired with each of the plurality of runner walls 20, including the upper portion 20a and the lower portion 20b. The plurality of runner walls 20 and slider walls 27 cooperate with each other to define a plurality of runners 30. The plurality of runners 30 extend between the respective plurality of ports 17 and plenum outlets 23. Each of the runners 30 defines a defined cross-sectional area and volume. It is through the runners 30 that the air is transported from the plenum 21 to the internal combustion engine. Each of the plurality of runner walls 20 and plurality of slider walls 27 includes a curved end 31, 33. The curved ends 31, 33 of the plurality of runner walls 20 and slider walls 27 define a plurality of openings 37 through which the flow of air enters each of the plurality of runners 30. The size of the plurality of openings 37 contracts and expands with corresponding vertical movement of the plurality of slider walls 27 relative to the plurality of runner walls 20 as shown in
The slider 22 slidingly engages the manifold housing 16 for movement within the interior 18. Referring to
Referring again to
Referring to
In the preferred embodiment, the electronic actuator 48 is a motor that receives signals based on the driven shaft 52 position to adjust the air intake based upon other criteria such as, speed of the internal combustion engine, the position of the throttle, etc., and rotates the driving shaft 50 accordingly to move the slider 22 to the proper location to maximize the volumetric efficiency of the internal combustion engine. While an electronic actuator is described in a preferred embodiment, other actuators such as pneumatic, hydraulic, mechanical or other types may be used. In a preferred aspect, one of the driving or driven shafts 50, 52 includes a positional sensor 80, such as that disclosed in U.S. Provisional Application No. 60/548,326 filed on Feb. 27, 2004, and incorporated herein by reference, to determine a position of the slider 22. The position sensor 80 includes a Hall Effect sensor that senses the rotational movement. The Hall Effect sensor includes two sensing elements. The two sensing elements are in quadrature. More specifically, the two sensing elements are disposed 90 degrees from each other with respect to an axis of rotation to which the two sensing elements are equidistant.
A magnetic mount is fixedly secured to element that is rotating. The magnetic mount holds a magnet thereto coaxial with the rotating element. The magnet is disposed in spaced relation to the Hall Effect sensor. It should be appreciated by those skilled in the art that tolerances in aligning the magnet coaxially with the Hall Effect sensor vary depending on the sensitivity thereof and that the magnet could be contacting the Hall Effect sensor should the design so require. The magnet has north and south poles, the intersection of which is generally coaxial with the rotating element and the Hall Effect sensor such that rotation of the Hall Effect sensor will sense the changing magnetic field generated by the magnet which will, in turn, change the signal generated by the circuit on the circuit board allowing identification of the rotational orientation. The physical configuration of the magnet and its poles may vary as long as it is substantially concentric with the Hall Effect sensor and symmetric about the axis of rotation.
By restricting and expanding the volume of the runners 30 using the tunable intake manifold 10, the volumetric efficiency of the internal combustion engine may be maximized or controlled over the entire range of engine speeds. By adjusting the cross section of the plurality of runners 30 via movement of the slider 22, instead of varying the runner length, the function and performance of the tunable intake manifold 10 of the invention is improved over conventional adjustable manifolds by having no increased frictional losses due to increased wall length. The tunable intake manifold 10 is compact in size and simple in construction. Because the length of the runners 30 does not change, the tunable intake manifold 10 retains its compact size throughout its performance range. Further, the tunable intake manifold 10 can be used to maximize the beneficial effects of the reflected suction wave created by the drawing of the piston down into the cylinder of the internal combustion engine. The tunable intake manifold 10 also permits optimization of the velocity of the flow of air entering the internal combustion engine. By doing so, the inertial supercharging of the internal combustion engine can be enhanced.
In operation, the slider 22 may be moved from a maximum area position, as shown in
In
In
The invention has been described in an illustrative manner. It is to be understood that the terminology, which has been used, is intended to be in the nature of words of description rather than of limitation. Many modifications and variations of the invention are possible in light of the above teachings. Therefore, within the scope of the appended claims, the invention may be practiced other than as specifically described.
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Feb 28 2005 | BOYES, ANDREW | Litens Automotive Partnership | ASSIGNMENT OF ASSIGNORS INTEREST SEE DOCUMENT FOR DETAILS | 016342 | 0847 |
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